An electric multiple unit or EMU is a multiple-unit train consisting of self-propelled carriages using electricity as the motive power. An EMU requires no separate locomotive , as electric traction motors are incorporated within one or a number of the carriages. An EMU is usually formed of two or more semi-permanently coupled carriages, but electrically powered single-unit railcars are also generally classed as EMUs. The great majority of EMUs are passenger trains, but versions also exist for carrying mail.
27-409: ICE 3 (standing for Intercity-Express ) is a family of high-speed electric multiple unit trains operated by Deutsche Bahn . It includes classes 403 , 406, 407 and 408 , which are additionally specified as ICE 3 , ICE 3M , New ICE 3 and ICE 3neo respectively. Three multisystem trains, known as ICE International , are owned by Nederlandse Spoorwegen (NS, Dutch Railways). ICE 3 trains have
54-569: A consortium led by Siemens and Adtranz (now Bombardier Transportation ). For the EXPO 2000 in Hanover , Deutsche Bahn provided 120 additional train services. Some of these special services were operated by ICE trains and labelled "ExpoExpress" (EXE). These services also constituted the first widespread use of the then-new ICE 3 train sets, presenting them to the domestic and international general public. On 11 April 2017, Deutsche Bahn announced
81-573: A maximum speed of 320 km/h (200 mph) when travelling on the high-speed rail lines, however class 403 are permitted to go up to a maximum speed of 330 km/h (210 mph) when it travels on the high-speed route between Frankfurt and Cologne . Based on the ICE 3M/F, Siemens developed its Siemens Velaro train family with versions used in Germany, Belgium, France, the United Kingdom,
108-414: Is offered in the first-class section. The seats in some Bordrestaurant have been converted to the red bench seating while Bordbistro receives the new stand tables. The cabin illumination is provided by LED lamps , providing more illumination, while the reading lamps are eliminated. The seat reservation panels are moved from the walls above the windows to the seat headrests per EU directive on accessibilities:
135-589: The Budd Metroliner . EMUs powered by fuel cells are under development. If successful, this would avoid the need for an overhead line or third rail . An example is Alstom ’s hydrogen -powered Coradia iLint . The term hydrail has been coined for hydrogen-powered rail vehicles. Many battery electric multiple units are in operation around the world, with the take up being strong. Many are bi-modal taking energy from onboard battery banks and line pickups such as overhead wires or third rail. In most cases
162-622: The South Side Elevated Railroad (now part of the Chicago 'L' ) in 1897. In 1895, derived from his company's invention and production of direct current elevator control systems, Frank Sprague invented a multiple unit controller for electric train operation. This accelerated the construction of electric traction railways and trolley systems worldwide. Each car of the train has its own traction motors: by means of motor control relays in each car energized by train-line wires from
189-846: The NS trains may operate DB services as well. In 2007 the train was licensed for operation in the Netherlands, Belgium, and France. On the French LGV Est , some trains reach a regular top speed of 320 km/h (200 mph). The 17 class 406 sets were built by the same consortium as the Class 403. They were first introduced in November 2000 on services between Cologne and Amsterdam. Since December 2002, they have also been operating three journeys daily each way between Frankfurt and Brussels (increased to four per day since December 2010). In Belgium,
216-594: The Netherlands, Spain, China, Russia and Turkey. The design goal of the ICE 3 (Class 403) was to create a higher-powered, lighter train than its predecessors such as the ICE 2 and the ICE 1 . This was achieved by distributing its 16 traction motors underneath the whole train, thus ICE 3 trains are Electric multiple units (EMUs). The train is certified for 330 km/h (210 mph) and has reached 368 km/h (229 mph) on trial runs. On regular Intercity-Express services they run at up to 300 km/h (190 mph),
243-477: The Netherlands. The new type's safety measures are in line with the new specifications for operating passenger trains inside the Channel Tunnel , allowing the Class 407 to be used on the services that DB planned to operate from London to Amsterdam and Frankfurt in 2015. The planned service to London was never introduced. The new train was designated Class 407 and was originally scheduled to enter service at
270-553: The Velaro D equipped with multi-system capability and hence labelled Velaro MS. In 2020 Deutsche Bahn ordered 30 trainsets for delivery starting in 2022. The trains are designed for operation at 320 km/h and will be deployed from the end of 2022 on routes that use the Cologne – Frankfurt high speed line which is designed for operation at 300 km/h. The first of the trains, called ICE 3neo by Deutsche Bahn and classed as 408,
297-448: The ancillary equipment required per set) while allowing all cars to be powered, unlike a motor-trailer combination. Each car has only one control cab, located at the outer end of the pair, saving space and expense over a cab at both ends of each car. Disadvantages include a loss of operational flexibility, as trains must be multiples of two cars, and a failure on a single car could force removing both it and its partner from service. Some of
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#1732780729889324-783: The end of 2011. This date has since been postponed several times. In December 2013 the first four trains delivered to DB were licensed for domestic operation as multiple units and started with passenger traffic. Four more trains were expected for delivery in spring 2014, whereas the remainder of eight trains shall be used by Siemens for test runs in France and Belgium to gain type approval there. In June 2011, Deutsche Bahn ordered one additional Velaro D set in order to replace an ICE3MF set damaged in an accident in August 2010. In 2019 Deutsche Bahn needed more trains to run on national and international high-speed tracks. Siemens offered them an evolution of
351-441: The extra equipment needed to transmit electric power to the train can be difficult. Multiple unit train control was first used in the 1890s. The Liverpool Overhead Railway opened in 1893 with two-car electric multiple units, controllers in cabs at both ends directly controlling the traction current to motors on both cars. The multiple unit traction control system was developed by Frank Sprague and first applied and tested on
378-404: The first Velaro D at Siemens' Krefeld plant. It is designed for operation at up to 320 km/h (200 mph), is wider, quieter and more energy-saving, should be less susceptible to malfunctions than its predecessor, and incorporates additional crashworthiness and fire safety measures. The new train was supposed to be used mainly for international services from Germany to France, Belgium and
405-506: The four different railway electrification systems in use on Europe's main lines and with support for various train protection systems . The Deutsche Bahn (DB) ordered 13 of these units in 1994, the NS ( Nederlandse Spoorwegen ) four, making sure that the demands of the Dutch rail network are taken care of. Though these trains carry NS logos, the DB and NS trains together form a pool and therefore,
432-399: The front car all of the traction motors in the train are controlled in unison. The cars that form a complete EMU set can usually be separated by function into four types: power car, motor car, driving car, and trailer car. Each car can have more than one function, such as a motor-driving car or power-driving car. On third rail systems, the outer vehicles usually carry the pick up shoes with
459-422: The maximum design speed of German high-speed lines. Because the train does not have power cars , the whole length of the train is available for passenger seats, including the first car. The lounge -seats are located directly behind the driver, separated only by a glass wall. The 50 sets were ordered in 1994 and specifically designed for the new high-speed line between Frankfurt and Cologne . They were built by
486-490: The modernisation programme called ICE 3 Redesign for its 66-unit ICE 3 fleet to be completed by the end of 2020. The renovation involves replacing the seats, tables, and floor coverings. The six-seat compartment rooms are eliminated from the second class section to increase the number of seats and add more luggage compartments. In addition, the number of disability seating has been increased to two; however, no integrated wheelchair lift has been installed, and no disability seating
513-712: The modified trains re-entered commercial service. Despite this, the "French" subset of six class 406 trains have suffered from reliability problems, so that some Paris–Frankfurt services are operated instead by French TGVs (currently TGV 2N2 'Euroduplex' as of 2015) under the "Alleo" joint venture between DB and SNCF. Currently, those trains are used for cross-border runs between Netherlands, Germany, Belgium, and France. However, as of 2024 all of them are being gradually replaced with new Class 408 trainsets while being repurposed for domestic services within Germany. Deutsche Bahn placed an order for fifteen trains valued €500 million in November 2008. On 18 April 2010, Deutsche Bahn presented
540-819: The more famous electric multiple units in the world are high-speed trains: the Italian Pendolino and Frecciarossa 1000 , Shinkansen in Japan, the China Railway High-speed in China, ICE 3 in Germany, and the British Rail class 395 Javelin. The retired New York–Washington Metroliner service, first operated by the Pennsylvania Railroad and later by Amtrak , also featured high-speed electric multiple-unit cars, known as
567-624: The motor vehicles receiving the current via intra-unit connections . Many modern two-car EMU sets are set up as twin or "married pair" units. While both units in a married pair are typically driving motors, the ancillary equipment (air compressor and tanks, batteries and charging equipment, traction power and control equipment, etc.) are shared between the two cars in the set. Since neither car can operate without its "partner", such sets are permanently coupled and can only be split at maintenance facilities. Advantages of married pair units include weight and cost savings over single-unit cars (due to halving
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#1732780729889594-444: The new panel has bigger and more visible white lettering and Braille. The yellow LCD information monitors in the antechambers are replaced with larger full-colour LED displays , showing the map, train number, speed, and other pertinent information. The new smaller displays are attached to the ceiling above the aisle throughout the cabins. The ICE 3M (Class 406; M for multisystem ) was developed to operate international services under
621-767: The same two problems were encountered as in Belgium: loose gravel damage and possible side-effects of the brakes. ICE 3Ms were allowed on the LGV Est and started service there on 20 June 2007, mixed with TGVs . Since December 2007, DB operates ICE 3M trains from Frankfurt central station to Paris Est , initially with five daily runs between both cities. The six trains for running into France (designated ICE-3 MF , indicating multisystem France ) were modified at Bombardier's Hennigsdorf plant and were extensively tested on Siemens' test site in Wegberg-Wildenrath before
648-497: The train was licensed in 2002 to run on the classic 3 kV DC lines with speeds up to 160 km/h (100 mph) and, from December 2004, also on the new 25 kV AC high-speed lines, but initially limited to 250 km/h (155 mph) instead of 300 km/h (190 mph). Problems with flying gravel and its frictionless linear eddy current brake came up during testing. In order to limit the creation of tornado-like vortices that pick up gravel and to limit damage from flying gravel to
675-848: The train, spoilers have been added under the car joints, under the carbody next to the bogies and under the powered axles on the bogies. The linear eddy current brake, which is required for higher speeds, cannot yet be used, because the magnetic field would rip off the magnetic covers of some trackside equipment; those covers will have to be replaced by non-magnetic ones according to the EU Technical Specifications for Interoperability for international rail traffic in Europe. As in Belgium, licensing procedures for France took five years to be completed. In Switzerland, licensing took only six months. Trial runs were completed in late 2005 and
702-459: The world due to their fast acceleration and pollution-free operation, and are used on most rapid-transit systems. Being quieter than diesel multiple units (DMUs) and locomotive -hauled trains, EMUs can operate later at night and more frequently without disturbing nearby residents. In addition, tunnel design for EMU trains is simpler as no provision is needed for exhausting fumes, although retrofitting existing limited-clearance tunnels to accommodate
729-503: Was completed in late 2021 with test runs started immediately. In February of 2022, the order volume increased to 73 trains and the first train was shown to journalists. All 73 trains are supposed to be in service by early 2029. In May 2023 DB announced to order the remaining 17 Options of Class 408-trains, so the total order rose to 90. [REDACTED] Media related to ICE 3 at Wikimedia Commons Electric multiple unit EMUs are popular on commuter, and suburban rail networks around
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